Dumping-car.



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! o d y I a A Q 7 2 N \Q WWI NM Wm mm No. 792,660 PATENTED JUNE 20, 1905.

1). KING.

DUMPING GAR.

APPLIUATION FILED OOT. 25,1904.

2 SEBETS-SHEET 1.

cAAn M. Q 'MLMM g No. 792,660. PATENTED JUNE 20, 1905. D. KING.

DUMPING CAR.

APPLICATION FILED OCT. 26,1904.

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Patented June 20, 1905.

PATENT Urrrcn.

DANIEL KING, OF PINKNEY, TENNESSEE.

DUIVIPING-CAR.

SPECIFICATION forming part of Letters Patent No. 792,660, dated June 20, 1905.

Application filed October 25,1904. Serial No. 229,948.

T at whom, it may concern:

Be it known that I, DANIEL KING, a citizen of the United States, residing at Pinkney, in the county of Lawrence and State of Tennessee, have invented certain new and usefulImprovements in Dumping-Cars, of which the following is a specification.

This invention relates to dumping-cars.

The object of the invention is to produce a dumping-car which can transport heavy loads of ores, clay, gravel, cinders, &c.; and the invention consists in suitable constructions and combinations of mechanical elements whereby the car may be supported in position to be dumped from either corner or from either side, also of constructions whereby the doors shall be self-catching when the car-body is in its normal upright position, also in improved mechanism for dumping the car and for holding it locked when loaded, also in various details substantially as explained hereinafter.

The car is preferably constructed entirely of metal.

Figure 1 is a partial side elevation and a partial longitudinal section of a car embodying this invention, the same being shortened along the vertical broken line. Fig. 2is an end elevation thereof. Fig. 8 is a broken top plan of part of the truck and body-supports.

It should be understood that the two ends of the car are duplicates and the two sides are duplicates, so that when the construction of one end or one side is explained the explanation applies to the corresponding part of the car at the other side or end.

' The reference-figure 1 represents a truck, which as to the running-gear may be of suitable construction to support the car, but is 'preferabl y as illustrated. Longitudinal beams 2 extend from end to end of the truck, and the truck is strengthened by a long stay or draft bar 3, which has a head in a coupling-box t at each end, said box ibeing inclosed in a housing 5 at each end of the truck-frame.

The draft-bar 3 has a cup or socket 6 keyed thereto near each end, and a spring 7 is inclosed between this cup and a fixed cup or abutment 8 on the frame, so that when strain is applied at the coupling-box 4; the draft-bar is drawn upon and a spring 7 acts as a bufferspring to equalize the strains on opposite ends of the frame.

The truck frame has transverse truckbeams 10, one near each end of the frame. These beams rise from the sides toward the median line of the truck. At the middle of the truck the beams 10 have bearings 11 for the body-shaft 12, which shaft may rock in said bearings and becomes the pintle of the hinge on which the body swings. The shaft 12 is held against longitudinal movement by collars 13, firmly keyed thereon.

The bod y-beams 14 are firmly keyed to shaft 12 at the front and rear, respectively, of the truck-beams 10, and the car-body is rigidly supported on said bodybeams. The entire body may thus rock for the purpose of dumping, the shaft turning on its bearings to permit such movement. At each side of the shaft 12 the body-beams 14 have seats 15 for lock-' ing-pins 16, and the truck-beams 10 have grooves 17 for the entrance of such pins. Pins 16 each have a collar 18 thereon, and a spring 19 is seated between this collar and a cup on the retaining-bar 20. Bar 20 is firmly attached to the body-beam at each end and extends out and around the springs, and thus affords abearing or abutment for said springs. The springs act to press the pins through their seats into the grooves 17, thus retaining the bodybeams in locked relation with the truckbeams, as the body cannot rock when both pins are pressed in by their springs.

A lever 21 extends across the end of the car and is loosely pivoted to both the pins 16 by pivots (b. Each pin 16 has a head 26, with which these pivots (0 connect, and such head rests against the outside of fulcrum 20 under normal conditions. When one end of lever 21 is forced inward or toward the car-body, the head 26 of this pin 16 nearest that end of the bar so pressed inward becomes a fulcrum, and as that pin 16 cannot be forced inward the opposite pin is drawn out. Then by lifting on that end of lever 21 which was forced inward the body can be rocked on the shaft 12 and the load dumped at the side opposite the lifting power. The pin 16, which serves as las a fulcrum, rises from its groove 17 as the body rocks. The other pin 16 at the same end of the car is at such time withdrawn and swings down with its end against the outer face of the truclrbeam 10.

The carbody has a central longitudinal truss-beam 22 and side beams 24, which side beams are suitably connected to the bodybeams. The beams are of suitable angle-plates or castings to give suificient strength.

Pivoted in each side of the car near each end there is a cam-lever 27. These cam-levers when not in use swing in toward the middle of the car, as best shown in Fig. 3, and are then out of the way.

When it is desired to dump the car, the two levers at opposite ends of the same side of the car are swung outward around their pivots. The cams 29 of these cam-levers then engage the outer faces of the levers 21 at opposite ends of the car and force these ends of levers 21 inward. There is sufficient lost motion between levers 21 and cams 29 to permit the opposite ends to swing out and withdraw the locking-pins 16. The cam-levers act to greatly increase the power which may be applied for withdrawing pins 16. When cam-levers 27 have been turned out as far as needful to withdraw the locking-pins, as above described, these levers serve as convenient handles by which the side of the car-body to which they are pivoted may be lifted to dump the load.

The sides or doors 30 of the car-body are hinged (to posts near their upper edges on pintles 31, which location permits the sides or doors to swing to closed position before the car-floor is quite horizontal, the sides or doors inclining outwardly and downwardly when the body is horizontal, as the car-body is widest at its bottom or floor when the side doors are closed.

Levers 21 have retaining-catches 33 connected to them by slide-rods 3 1 and links 35. Springs 36, pressing against abutments 37 on the side beams 24:, tend to force the catches 33 into engagement with eyes 39 on the doors 30, so as to hold them closed. The same movement of levers 21 which withdraws the locking-bolts 16 on the side of the car toward which the load is to be dumped also unlocks the side of the car-body at the same side of the car, so that as the opposite side of the car-body rises this lower door or side 30 of the car swings open for the load to escape. The links are slotted, as clearly shown in Fig. 3, so as to permit a lost motion, which allows the levers 21 to operate as hereinbe fore described.

The corner-posts 40 support the pivots 31 of the sides or doors 30 and preferably extend downward to support the levers 27.

The body-beams 14 have slots 4A therein for the passage of rods 15, leading from the locking and tilting levers 21, so that suitable connection can be made for dumping light cars entirely from one corner, as may be done by connections in several ways which will be apparent to the skilled mechanician.

I have not described the floor and ends of the car, as these may be of any usual construction. My car is intended to be and in practice is found to be of great strength and endurance. When properly made, the car will endure the great strains incident to the sudden dumping of several tons from a height of several feet, as is necessary in loading cars by means of large steam-shovels. The running-gear of my car is also well calculated to endure the strains of transit over rough and uneven ways such as usually compose construction-railways.

An important point in my invention is that the bed cannot be tilted until the side door is unfastened, so that the car cannot be jammed or overturned by the shifting of a load against the side of the car in an attempt to dump with a locked door. The cam-lever used for dumping is so conspicuous when turned out that it can hardly be overlooked, and when turned back'out of the way the body and side are automatically locked when in midway position by the springs provided for that purpose.

\Vhat I claim is 1. In a dumping-car, atruck-frame having transverse truck-beams near each end, a rockshaft having bearings on said beams, a bodybeam near each end of the car and firmly attached to said shaft, outside the truck-beams, and a body supported thereby, and means for holding the body-beams to prevent rocking save when the car is dumped, all combined.

2. In a dumping-car, the truck-frame having transverse beams rising from the truckbody, a rock-shaft supported on said beams, body-beams keyed to said rock-shaft and a body rigid with said shaft, and movable retaining-pins in the body-beams at each side of the rock-shaft, all combined.

3. In a dumping-car, the combination with the truck of a body hinged thereon, a longitudinal rock-shaft supporting said body, a pivot-pin on the body at each side of said rock-shaft and a lever pivoted to both pins, and a fulcrum-bar against which said pins bear, so that one becomes the fulcrum of the other as the lever is operated.

4:. In a dumping-car, the combination of the truck, the body centrally hinged thereon by a longitudinal pintle, a locking-pin carried by the body at each side of said pintle, springs by which said pins are normally pressed to seats in the truck-frame, and a lever pivoted to both pins, substantially as described.

5. The combination, in a dumping-car, of a truck-frame, a body supported thereon by longitudinal pintles, locking-pins carried by the body and normally pressed by springs into engagement with the truck at each side of the IIO pintle, a fulcrum-bar with which said pins engage, and a lever pivoted to both pins so that one becomes a fulcrum for the other.

6. The combination, in a dumping-car, of the truck and a body supported thereon by a longitudinal rock-shaft, locking-pins by which the body is held against dumping, a lever pivoted to said pins to withdraw them, and a camlever pivoted to the body in a position to act on the first lever.

7. In a dumping-car, the combination with the truck of a body supported on longitudinal pintles, a locking-pin carried by the body, a lever connected to said locking-pin, and a camlever operating on said pin-lever.

8. In a dumping-car, the combination of a hinged body, a locking-pin, a lever connected to said pin, a cam-lever pivoted to the body and operating on the first lever, said cam-lever swinging outward to serve as a liftinghandle to dump the car.

9. The combination with the truck and body hinged thereto, of a locking-pin to lock the body and truck together, a lever connected to said pin, a pivoted side door to said body, and means connected to the pin-lever for unlocking the side door when the locking-pin is withdrawn.

10. In a dumping-car, the truck and carbody supported thereon by a longitudinal rockshaft, said car-body being widest at its floor portion and side doors hinged to said body near the top thereof, said doors both inclining downwardly and outwardly when the car-body is horizontal, all combined.

11. In a dumping-car, the combination of a truck having transverse truck-beams rising near the ends, body-beams supported thereon by a longitudinal shaft, locking-pins connected to the shaft to engage the truck-beams at each side of said shaft, a lever by which said locking-pins are withdrawn, side doors pivoted at the upper part of said body, and doorholding catches connected to the locking-pin levers, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

DANIEL KING.

I/Vitnesses W. I. (JAssIDY, J. M. PLASKETT. 

